JPH0993717A - Controller for moving body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further improve the fuel consumption by fetching the information of an external environment in the case of controlling a moving body having an internal combustion engine, and a motor generator for charging and torque assisting operation. SOLUTION: An electronic controller(ECU) 31 mounted in a vehicle 11 operates a motor generator(MG) 20 as a generator in response to the previously specified operating pattern, and stores the generated power in a capacitor 25. The ECU 31 operates the MG 20 as a motor in response to the operating pattern at the time of accelerating the vehicle, and assists the torque of an engine 12. When a destination is input by the operation of an present position to the destination on the baiss of navigation information, calculates the most efficient route when traveling the route while operating the MG 20 according to the pattern, and displays the route on a display 38.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a moving body such as a vehicle equipped with an internal combustion engine and a motor generator provided on its output shaft to assist the output torque of the internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, in the field of vehicles, for example, it has been proposed to provide an electric motor (motor generator) having a power generation function on an output shaft of an internal combustion engine. When the vehicle is decelerating, this motor generator generates electric power as the output shaft of the internal combustion engine rotates, and applies braking force to the output shaft. The electric energy generated by the motor generator is recovered and temporarily stored in a condenser such as a condenser. On the other hand, at the time of acceleration that requires a large output torque, the motor generator is operated as an electric motor by the electric energy stored in the electric storage device to assist the torque of the internal combustion engine.

As a technique related to this, for example, in Japanese Unexamined Patent Publication No. 4-207907, large, medium, and small power generation modes are set under the respective driving conditions of braking, coasting, and acceleration of the vehicle. . The braking force generated by the motor generator is applied to the internal combustion engine, and the motor generator is operated to generate power while changing the power generation capacity.
At this time, the charge amount of the power storage device is adjusted according to the mode, and the electric energy of the motor generator is stored in the power storage device in all modes. Then, at the time of acceleration or the like, the electric energy of the battery used by the motor generator for assisting the torque is replenished by the power generation. As a result, the battery is always kept in a good state of charge.

[0004]

In the internal combustion engine having the motor generator on the output shaft as described above, it is expected that the fuel economy will be particularly improved as compared with the internal combustion engine not having the motor generator. The driver's will and the external environment (around the vehicle) are important factors in the actual traveling state of the vehicle that determines the fuel consumption. Of these, the driver's will can be dealt with by the above-described conventional technique. However, this conventional technique does not perform control according to the external situation. Therefore, further improvement in fuel consumption can be expected by incorporating information about the external situation.

As described above, an object of the present invention is to further improve the fuel consumption of the moving body such as a vehicle equipped with a motor generator by taking in information of the outside world when controlling the moving body.

[0006]

In order to solve the above-mentioned problems, the first invention according to claim 1 is as follows.
Internal combustion engine M2 mounted on moving body M1 and motor generator M provided on output shaft M2a of said internal combustion engine M2
3, an electric storage device M4 connected to the motor generator M3, an operating state detecting means M5 for detecting an operating state of the moving body M1, and an operation storing operation patterns of a charging operation and a torque assist operation of the motor generator M3. Pattern storage means M6 and the operating state detection means M5
When the operating state by means of is a deceleration state, the motor generator M3 is operated as a generator in accordance with the operating pattern by the operating pattern storing means M6, and charging control means M7 for storing the generated power in the electric storage device M4 and the operating state. When the operating state by the detecting means M5 is the accelerating state, the electric power stored in the electric storage device M4 causes the motor generator M3 to operate as an electric motor according to the operating pattern by the operating pattern storing means M6, and the torque of the internal combustion engine M2. Torque assist control means M8 for assisting the vehicle, navigation information storage means M9 for storing navigation information regarding the moving route, and current position detection means M10 for detecting the current position of the moving body M1.
And a destination setting means M11 for setting the destination of the moving body M1, and when the destination is set by the operation of the destination setting means M11, based on the navigation information by the navigation information storage means M9, A plurality of routes from the current position to the destination are obtained by the current position detecting means M10, and the motor generators M3 and M3 are operated in accordance with the operation pattern according to the operation pattern storing means M6 while traveling on the respective routes. The best route calculating means M12 for calculating the most efficient route in the relation between the charging energy and the discharging energy by M3 and the best route notifying means M13 for notifying the route calculated by the best route calculating means M12 are provided. .

According to the first aspect of the present invention, when the operating state of the moving body M1 detected by the operating state detecting means M5 is the decelerating state, the charging control means M7 sets the operating pattern stored in the operating pattern storing means M6. Accordingly, motor generator M3 is operated as a generator, and the generated power is stored in power storage device M4. When the operating state is the accelerating state, the torque assist control means M8 operates the motor generator M3 as an electric motor according to the operation pattern to assist the torque of the internal combustion engine M2.

As described above, the charging / torque assisting operation is performed by the motor generator M3 while the moving body M1 is in operation. Here, assuming that the final output torque of the internal combustion engine M2 is constant, a part of the output torque is assisted by the motor generator M3, so the output torque of the internal combustion engine M2 itself can be small. Moreover, since the electric power for operating the motor generator M3 as an electric motor is generated during deceleration and charged in the condenser M4,
No fuel is consumed to secure the electricity. Therefore, from the viewpoint of fuel consumption for the operation of the internal combustion engine M2, it is possible to generate the final output torque with a smaller amount of fuel as compared with the case where there is no torque assist by the motor generator M3.

Further, in the moving body M1, when the destination is set by the operation of the destination setting means M11, the best route calculating means M12 is based on the navigation information about the moving route stored in the navigation information storage means M9. , A plurality of routes from the current position of the moving body M1 detected by the current position detection means M10 as external environment information to the destination. Best route calculation means M12
Calculates the most efficient route in the relationship between the charging energy and the discharging energy by the motor generator M3 when traveling along each of the routes while operating the motor generator M3 according to the operating pattern of the operating pattern storage means M6. . The best route notification means M13 notifies the route calculated as described above.

Therefore, when the driver of the mobile unit M1 operates the destination setting means M11 to set the destination, the driver of the best route notification means M13 notifies the driver of a plurality of routes from the current position to the destination. Of these, it is possible to know the route that can reach the destination most efficiently, that is, by consuming the least amount of fuel. If the driver moves the moving body M1 along the best route, the amount of fuel consumed for moving to the destination simply causes the motor generator M3 to operate regardless of the circumstances around the moving body M1. Less than if operated according to.

The second invention according to claim 2 is, as shown in FIG. 2, an internal combustion engine M mounted on a moving body M21.
22, a motor generator M23 provided on the output shaft M22a of the internal combustion engine M22, a capacitor M24 connected to the motor generator M23, and the moving body M.
An operating state detecting means M25 for detecting the operating state of 21;
When the operating state by the operating state detecting means M25 is a decelerating state, the motor generator M23 is operated as a generator and the charging control means M26 for storing the generated power in the electric storage device M24 and the operating state by the operating state detecting means M25. Is in an accelerating state,
The electric power stored in the motor generator M2
3 which is operated as an electric motor to assist the torque of the internal combustion engine M22, and a basic operation pattern for at least the torque assist operation of the charging operation and the torque assist operation of the motor generator M23. Operation pattern storage means M
28, an external environment information collecting means M29 for collecting information around the moving body M21 in operation, and a basic operation pattern in the basic operation pattern storage means M28 are predicted from external environment information by the external environment information collecting means M29. A basic operation pattern correcting means M30 for correcting to a pattern suitable for the driving state is provided.

According to the second aspect of the invention, when the operating state of the moving body M21 detected by the operating state detecting means M25 is in the decelerating state, the charging control means M26 operates the motor generator M23 as a generator to generate electric power. Is stored in the capacitor M24. When the operating state is the accelerating state, the torque assist control means M27 controls the motor generator M2.
3 is operated as an electric motor to assist the torque of the internal combustion engine M22. At least the torque assist operation of the charging operation of the motor generator M23 by the charge control means M26 and the torque assist operation by the torque assist control means M27 is performed according to the basic operation pattern stored in the basic operation pattern storage means M28.

As described above, during the operation of the moving body M21, the charging / torque assisting operation is performed by the motor generator M23. Here, assuming that the final output torque of the internal combustion engine M22 is constant, a part of the output torque is assisted by the motor generator M23, so the output torque of the internal combustion engine M22 itself can be small. Moreover, since the electric power for operating the motor generator M23 as an electric motor is generated during deceleration and charged in the battery M24, fuel is not consumed for securing the electric power. Therefore, from the viewpoint of fuel consumption for the operation of the internal combustion engine M22, it is possible to generate the final output torque with a smaller amount of fuel, as compared with the case where there is no torque assist by the motor generator M23.

Further, during operation of the mobile body M21,
The outside world information collecting means M29 collects information around the moving body M21 as outside world information. When the moving body M21 is a vehicle, for example, the external world information includes physical information relative to other vehicles such as an inter-vehicle distance, and traffic information such as a traffic light color. The basic operation pattern correction means M30 corrects the basic operation pattern in the basic operation pattern storage means M28 to a pattern suitable for the operating state expected from the external environment information. Therefore, by performing the charging operation or the torque assist operation of the motor generator M23 according to the corrected operation pattern, the amount of fuel consumed by the operation of the internal combustion engine M22 is simply changed regardless of the surroundings of the moving body M21. The number can be reduced as compared with the case where the motor generator M23 is operated according to the basic operation pattern.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) A first embodiment of the first invention will be described below with reference to FIGS.

FIG. 3 shows a schematic structure of a vehicle 11 as a moving body. An engine 12 as an internal combustion engine and a power train (power transmission device) 13 are mounted on the vehicle 11. The engine 12 may be a gasoline engine or a diesel engine. A fuel injection valve 14 is attached to the engine 12, and a mixture of fuel injected from the fuel injection valve 14 and air flowing through an intake passage is exploded and burned in a combustion chamber 15. The heat generated by this combustion is converted into motive power, and the crankshaft 16 as an output shaft is rotationally driven. Engine 1
The output torque of No. 2 changes in accordance with (approximately proportional to) the amount of fuel injected from the fuel injection valve 14. A vehicle-mounted battery 18 is incorporated in the vehicle 11. The on-vehicle battery 18 is a secondary battery that can be used for a long period of time by repeating charging and discharging.

The power train 13 is for effectively transmitting the output torque of the engine 12 (crankshaft 16) to the left and right drive wheels 19, and includes a motor generator 20 and a transmission 21. The motor generator 20 is an electric motor that also has a function as a generator,
Here, it is composed of an induction motor. The motor generator 20 includes a rotor coil 22 that is integrally rotatably attached to the crankshaft 16, and a stator coil 23 that is arranged around the rotor coil 22.

The transmission 21 is a motor generator 20.
This is for converting the final output torque of the engine 12 after being assisted by the torque into the torque required for the vehicle 11 to travel. Here, as the transmission 21, a continuously variable transmission ratio (CVT) in which a belt and a pulley are combined is used. This type of C
In the VT, a primer pulley with a variable effective pitch diameter is mounted on an input shaft, a secondary pulley with a variable effective pitch diameter is also mounted on an output shaft, and an endless belt is hung between both pulleys. . Then, by changing the rotation transmission ratio between the primary pulley and the secondary pulley, the output of the engine 12 transmitted to the input shaft is steplessly changed and taken out from the output shaft.

The stator coil 23 of the motor generator 20 is connected to a capacitor 25 as a storage device via an inverter 24. The capacitor 25 is a battery having a standard of a voltage (150 to 250 V) higher than the voltage (12 V) of the vehicle-mounted battery 18,
It consists of a double layer capacitor and can be charged and discharged. The capacitor 25 has a characteristic that the amount of charge increases (voltage increases) as the amount of supplied electric energy increases.

The inverter 24 is the motor generator 2
When 0 operates as a generator, the electric energy (AC) accompanying the power generation is converted into DC and the capacitor 2
5 The inverter 24 is the motor generator 2
When 0 operates as an electric motor, the electric energy (direct current) stored in the capacitor 25 is converted into alternating current and supplied to the motor generator 20.

The on-vehicle battery 18 is connected to the capacitor 25 via a DC / DC converter 26.
The converter 26 is provided to increase the voltage of the on-vehicle battery 18 and supply the voltage to the capacitor 25 when the capacitor 25 is discharged and the voltage drops due to the vehicle 11 being left for a long time.

The vehicle 11 is provided with an accelerator sensor 27 and a rotation speed sensor 28 as a driving state detecting means for detecting the driving state of the vehicle 11. The accelerator sensor 27 is provided in the vicinity of the accelerator pedal at the driver's seat, and detects the accelerator opening ACCP corresponding to the engine load from the operation amount (depression amount) of the pedal. The rotation speed sensor 28 is attached to the engine 12, and the crankshaft 1
6 rotations per unit time (engine speed NE)
Is detected. Further, the capacitor 25 has a voltage sensor 29 for detecting the terminal voltage VC as its charge amount.
Is provided.

The accelerator sensor 27, the rotation speed sensor 28, the voltage sensor 29, the fuel injection valve 14 and the inverter 24 described above are an electronic control unit (Electronic Control Unit).
Hereinafter, it is simply referred to as an ECU) 31. Also,
The stator coil 23 of the motor generator 20 is connected to the ECU 31 via a field controller 32 for controlling a field current supplied to the coil 23. ECU
Reference numeral 31 denotes a microcomputer including an input / output device, a central processing unit (CPU), and a storage device (memory).

The ECU 31 functions as an operation pattern storage means. That is, the memory of the ECU 31 stores the operation patterns of the charging operation and the torque assist operation of the motor generator 20. In the present embodiment, it is determined as an operation pattern that the motor generator 20 assists 20% of the final output torque of the engine 12.

The ECU 31 performs a predetermined calculation based on the detection signals from the sensors 27 to 29, outputs a command signal to the fuel injection valve 14 based on the result, and controls the fuel injection amount and thus the output torque of the engine 12. To do. Also, E
The CU 31 functions as a charging control unit and a torque assist control unit, outputs a command signal to the inverter 24 and the field control unit 32, and operates the motor generator 20 as a generator or an electric motor.

For example, during deceleration of the vehicle 11, the ECU 3
Reference numeral 1 functions as a charging control unit, which applies a voltage of a predetermined frequency to the stator coil 23 to give a rotating magnetic field. By making the rotating magnetic field at this time have a phase delayed with respect to the rotation of the rotor coil 22 that rotates integrally with the crankshaft 16, the motor generator 20 is operated as a generator to perform a power generation operation. At this time, the larger the current flowing in the stator coil 23, the larger the power generation output. Further, the drive torque of the engine 12 consumed to obtain the power generation output also becomes large, and this drive torque acts as an engine brake. The electric energy (power generation) obtained by the power generation is converted into direct current by the inverter 24 and then stored in the capacitor 25.

When the vehicle 11 is accelerating, the ECU 31
Functions as a torque assist control unit, and causes the rotating magnetic field applied to the stator coil 23 to have a phase advanced with respect to the rotation of the rotor coil 22 to operate the motor generator 20 as an electric motor. The output torque of the engine 12 is assisted by the rotational driving force based on this electric operation.

In addition to the basic configuration described above, the vehicle 11 is equipped with a navigation system. The navigation system used here has an altitude of about 20,000 km.
GPS (Global Positon)
ing System) A combination of radio navigation that receives a signal from a satellite to determine the current position and self-contained navigation that detects the moving distance, traveling direction, etc. of the vehicle 11 based on the detection signals of various sensors mounted on the vehicle 11. It is a thing.

The navigation system includes a vehicle speed sensor 33, a steering sensor 34, a pair of left and right wheel rotation speed sensors 35 and 36, a geomagnetic sensor 37, a display 38, a CD-ROM disc 39, a CD-ROM player 40, an input device 41, and a navigation. Antenna 42,
An amplifier 43, a navigation receiver 44, etc. are provided. Of these, the elements other than the navigation antenna 42 and the amplifier 43 are connected to the above-described ECU 31.

The vehicle speed sensor 33 is incorporated in the instrument panel of the driver's seat and detects the vehicle speed V which is the traveling speed of the vehicle 11. The steering sensor 34 is attached to the steering wheel of the driver's seat and detects the steering angle θS which is the operation amount thereof. Wheel rotation speed sensor 35, 36
Are attached to the left and right front wheels (in this case, drive wheels 19) steered by operating the steering wheel, and detect wheel rotation speeds NLH and NRH, which are the number of rotations of each drive wheel 19 per unit time. Geomagnetic sensor 37
Is arranged in the roof of the vehicle 11 or the like and detects the direction of the geomagnetism (the magnetic field lines generated by the earth itself) acting on the vehicle 11. The detection signal of the geomagnetic sensor 37 is used to obtain the traveling direction (azimuth θT) of the vehicle 11.

The display 38 constitutes a best route notification means, is incorporated in the instrument panel, displays a road map in accordance with RGB signals from the ECU 31, and displays the current state of the vehicle 11 on the map. The position is displayed and the traveling route from the current position of the vehicle 11 to the destination is displayed. As the display 38, a CRT display, a liquid crystal display or the like is used.

The CD-ROM disc 39 constitutes a navigation information storage means. Same disk 39
On the screen, screen data of map information is recorded as navigation information related to the travel route of the vehicle 11. The map information here refers to information specific to roads, such as road types (for example, highways, national roads, and prefectural roads), locations where traffic lights are installed, average vehicle speeds in predetermined sections, and vehicle speed upper limits set by law. It includes (legal speed), road curvature, congestion prediction information, road gradient θ for each predetermined section, and the like. Among them, the average vehicle speed is a value obtained by measuring the vehicle speeds of a large number of vehicles actually traveling at a plurality of locations on the road and averaging them. In addition, the congestion prediction information is obtained by classifying the degree of congestion of the vehicle 11 for each time zone and day of the week into multiple levels (for example, large, small, and none).

The CD-ROM player 40 is installed in a trunk room or the like, reads the map information on the CD-ROM disc 39, and outputs screen data relating to the map information to the ECU 31 as an image signal. The input device 41 constitutes a destination setting means and is used for inputting and setting a destination on the map screen of the display 38. A joystick, a touch switch, or the like is used as the input device 41. The joystick is provided with a tiltable operating rod and a button attached to the head of the operating rod.By tilting the operating rod, the cursor on the map screen is moved to any position,
By pressing a button, the ECU sets the position as the destination and the ECU
It is possible to input in 31. Further, the touch switch displays a switch pattern on the front surface of the screen of the display 38, and by directly touching the pattern with a finger,
The contact position is detected.

The navigation antenna 42 is arranged inside the instrument panel or the like and receives signals from GPS satellites. The amplifier 43 amplifies the radio wave received by the navigation antenna 42. Navigation receiver 44
Demodulates the signal amplified by the amplifier 43 to obtain the distance to the GPS satellite, calculates the current position based on the distance, and outputs the position signal to the ECU 31. The navigation antenna 42, the amplifier 43, and the navigation receiver 44 constitute a current position detecting means.

On the other hand, the ECU 31 calculates the current position on the map, the traveling direction, etc. according to the radio navigation and the self-contained navigation based on the above-mentioned signals, and outputs an RGB signal to display the calculation result on the display 38.

Next, the operation of the present embodiment will be described. The flowchart of FIG. 4 shows an output torque control routine for controlling the output torque of the engine 12 among a plurality of processes executed by the ECU 31.
The flowcharts of FIGS. 5 and 6 show a display control routine for controlling the display 38.

First, the output torque control routine will be described. In step 101, the ECU 31 reads the accelerator opening ACCP by the accelerator sensor 27 and the engine rotational speed NE by the rotational speed sensor 28, respectively. In step 102, the final target torque T corresponding to the accelerator opening ACCP and the engine speed NE is calculated with reference to the map stored in the memory. The final target torque T is a target value of the torque finally output from the engine 12 assisted by the motor generator 20.

Next, at step 103, the motor generator torque command value Tm is calculated according to the above-mentioned operation pattern. That is, the final target torque T is multiplied by "0.2", and the multiplication result is set as the motor generator torque command value Tm. In step 104, the motor generator torque command value Tm is subtracted from the final target torque T, and the subtraction result is set as the engine torque command value Te.

Next, at step 105, the fuel injection amount required to obtain the engine torque command value Te is calculated, and the fuel injection valve 14 is operated (opened) based on the calculated value.
Control the time. Then, the output torque of the engine 12 changes to match the engine torque command value Te.

Further, in step 106, the inverter 24 and the field controller 32 are controlled so that the output torque of the motor generator 20 matches the motor generator torque command value Tm. Then, by the voltage of the predetermined frequency applied to the stator coil 23,
By setting the rotating magnetic field in the phase advanced with respect to the rotation of the rotor coil 22, the rotor coil 22 receives the rotational driving force and rotates. This rotational driving force, that is, the output torque of the motor generator 20 is added to the original output torque of the engine 12. Finally, the torque output from the engine 12 matches the final target torque T. When the process of step 106 is executed, this routine ends.

In the output torque control routine,
The processing of steps 103 and 106 by the ECU 31 corresponds to torque assist control means. Next, the display control routine of FIGS. 5 and 6 will be described.

First, in step 201, the ECU 31 outputs the CD-R output from the CD-ROM player 40.
The map information data in the OM disc 39 is read, and in step 202, the current position data obtained by the navigation receiver 44 is read. Step 2
In 03, the azimuth angle θT by the geomagnetic sensor 37, the vehicle speed V by the vehicle speed sensor 33, the steering angle θS by the steering sensor 34, and the wheel rotation speeds NLH, NRH by the wheel rotation speed sensors 35, 36 are read.

In step 204, the current position and traveling direction of the vehicle 11 on the map are calculated on the basis of the various data previously read. That is, the vehicle 11 is based on the vehicle speed V or the wheel rotation speeds NLH and NRH and the traveling time.
Calculate the mileage of. The traveling direction of the vehicle 11 is calculated based on the azimuth angle θT, the steering angle θS, and the wheel rotation speeds NLH and NRH. Further, the calculated locus regarding the vehicle 11 is compared with the map information, and when the vehicle 11 is traveling on the road of the map information, the error of the current position is corrected so that the vehicle 11 is always on the road. That is, map matching is performed. Further, when the vehicle 11 is not traveling on the road of the map information, the current position is determined with high accuracy by referring to the information from GPS as the absolute position of the vehicle 11.

In step 205, the current position and traveling direction on the map calculated previously are output to the display 38 as RGB signals. Then, the display 38 displays the current position and the traveling direction on the map according to the RGB signals. FIG. 7 shows an example of the display on the display 38. The map information of the roads R1, R2, R3, R4, R5, etc. is displayed on the screen of the display 38, and when the vehicle 11 is traveling on the road R1, its current position and traveling direction are shown. It is displayed by the current position mark MA.

Next, in step 206, it is determined whether or not the destination is set on the map screen by operating the input device 41. If it is not set, this routine is ended, and if it is set, the routine proceeds to step 207.

In step 207, possible travel routes from the current position to the destination are specified, and the travel of each travel route is calculated. For example, as shown in FIG. 8, there are roads R11 and R12 that connect the point A and the point B, roads R13, R14, and R15 that connect the point B and the point C, and a road that directly connects the point A and the point C. There is R16. Then, temporarily, the vehicle 1
It is assumed that 1 is located at the point A, that is, the current position is the point A and the point C is set as the destination. In this case, the travel route from the current position (point A) to the destination (point B) is (1) R11 + R13, (2)
R11 + R14, (3) R11 + R15, (4) R12
+ R13, (5) R12 + R14, (6) R12 + R1
There are 7 ways, 5, (7) R16. Each road R11-R16
The road length of the CD-ROM disc 3 is stored in advance as map information.
Since it is stored in No. 9, from each road length (1) ~
The travel of each traveling route in (7) can be obtained.

In step 208, the above step 2
The travel routes of (1) to (7) obtained in 07 are compared, and a predetermined number (for example, five) of travel routes are selected from the shorter ones.

Subsequently, in step 209, the estimated vehicle speed V for each predetermined section (for example, 100 m) is calculated based on the map information read from the CD-ROM disk 39 for each of the predetermined number of traveling routes selected in step 208.
Calculate EB. Although various methods of calculating the estimated vehicle speed VEB can be considered, for example, average vehicle speed data, legal speed, etc. are used as the basic estimated vehicle speed VEBB. Also, for example, VEBB = 100 km / h on expressways and VEBB = 5 on national roads.
The basic expected vehicle speed VEBB is uniquely determined according to the scale of the road, such as 0 km / h for prefectural roads and 40 km / h for VEBB.

The expected vehicle speed VEBB is calculated by correcting the basic expected vehicle speed VEBB in consideration of the following matters. When the curvature of the road is equal to or larger than a certain value, a predetermined value (for example, 10 km / h) is subtracted from the basic expected vehicle speed VEBB. Assuming the number of times the vehicle 11 has stopped traveling according to the number of traffic signals, and assuming that the vehicle speed V at that stop position is zero,
Determine the stop time within a given section. The stop time is reflected in the correction of the expected vehicle speed VEB. If the congestion degree according to the congestion forecast information is “large”, for example, 20 km / h is subtracted from the basic estimated vehicle speed VEBB, and if “low”, 10 km
Subtract / h.

As described above, the expected vehicle speed V for every 100 m
When the EB is calculated, in step 210, the CD-RO
CD-ROM disc 3 output from the M player 40
Of the map information data in 9, the road gradient θ corresponding to each of the predetermined sections is read.

In step 211, the output torque A necessary for traveling at the estimated vehicle speed VEB obtained in step 209 in the section having the road gradient θ is obtained. This output torque A is the sum of the output torque of the engine 12 itself (engine output torque) and the output torque when the motor generator 20 operates as an electric motor for torque assist (motor generator output torque).

First, the "running resistance X", the "change amount of potential energy per unit time", the "regenerative energy E per unit time", and the "change amount of kinetic energy per unit time" are respectively calculated. calculate. Here, the running resistance X changes according to the predicted vehicle speed VEB as shown in FIG. 9, and the change amount of the potential energy changes according to the road gradient θ. The regenerative energy E is
It is the sum of regenerative energy EB due to deceleration and regenerative energy EEB due to engine braking. The former is the amount of power generation when the motor generator 20 operates as a generator while the vehicle 11 is being braked by the driver's depression of the brake pedal, and the latter is the engine braking on a downhill or the like. Sometimes the motor generator 20
Is the amount of power generated when is operated as a generator. Here, the capacitor 25 consumed by the torque assist is
Since the energy of 1 is collected in the capacitor 25 by the power generation during vehicle deceleration, “regeneration” and “power generation” are used as synonyms.

Next, the estimated vehicle speed in the previous section is set to VEB.
If the time required to travel a predetermined section (100 m) is t, the “change amount of kinetic energy per unit time” is represented by (VEB ² −VEB ′ ² ) / (2t). Then, the above-mentioned running resistance X, "amount of change in potential energy per unit time", "regenerative energy E per unit time" and "amount of change in kinetic energy per unit time" are added, and the addition result is obtained. The output torque is A.

In this way, the output torque A required for traveling is
Then, the output torque of the generator 20 is calculated in accordance with the operation pattern of the motor generator 20 defined in advance. In this case, 2 of the output torque A
0% is the motor generator output torque, and the rest is the engine output torque. However, when the remaining amount of the capacitor 25 becomes "0", 0% is set as the motor generator output torque.

The output torque A and the regenerative energy E have a relationship of E = 0 when A> 0 and E ≧ 0 when A = 0. Then, in step 212, the vehicle 11 is determined based on the engine output torque in step 211.
Calculates the amount of fuel consumed when the vehicle travels along the five routes selected in step 208. The fuel consumption on each route is the "fuel injection amount" for each 100m section of the route.
"Engine speed" and "1/2 the number of cylinders"
It can be obtained by obtaining a product with "time (minutes) required to travel 100 m" and summing the products. Here, since there is a correlation between the fuel injection amount and the engine output torque, the engine output torque is used as a substitute value for the fuel injection amount.

When the fuel consumption amount is calculated for each route in this way, by comparing them in step 213, the most efficient route in the relationship between the charging energy and the discharging energy by the motor generator 20 is obtained. Select a route (best route) that can travel with the minimum amount of fuel. In step 214, the best route is R
It is output to the display 38 as a GB signal. Then
The display 38 displays the best route on the map in a different color from the other routes according to the RGB signals.

In the above-mentioned display control routine, the processing of steps 206 to 213 by the ECU 31 corresponds to the best route calculation means, and the processing of step 214 corresponds to the best route notification means.

As described above, according to this embodiment, the vehicle 1
While running 1, charge by the motor generator 20
The torque assist operation is performed. Where the engine 12
If the final output torque of the engine is constant, at least a part of the output torque is assisted by the motor generator 20, so that the output torque of the engine 12 itself can be small. Moreover, since the electric power for operating the motor generator 20 as an electric motor is generated during deceleration and charged in the capacitor 25, fuel is not consumed to secure the electric power. Therefore, from the viewpoint of fuel consumption for the operation of the engine 12, as compared with the case without the torque assist by the motor generator 20,
It is possible to generate the final output torque with a small amount of fuel.

Further, according to the present embodiment, the vehicle 11
Of the plurality of routes from the current position to the destination by looking at the display of the best route on the display 38 when the driver operates the input device 41 to set the destination. That is, the route that can reach the destination can be known by consuming the least amount of fuel. If the driver drives the vehicle 11 along this best route, the amount of fuel consumed for traveling to the destination is determined by simply causing the motor generator 20 to follow the operation pattern regardless of the circumstances around the vehicle 11. It requires less than when activated. As described above, the present embodiment is effective in efficiently consuming the fuel. (Second Embodiment) Next, a second embodiment of the second invention will be described with reference to FIGS.

In the present embodiment, the information about the surroundings of the running vehicle 11 (external world information) is fetched, and the motor generator 2 is used.
The point that the operation pattern of 0 is corrected according to this external world information is largely different from the first embodiment described above.
Therefore, the same members as those in the first embodiment are designated by the same members, and detailed description thereof will be omitted.

First, as shown by the chain double-dashed line in FIG. 3, a radar 45 and a monitor camera 46 are incorporated in the vehicle 11, and each is connected to the ECU 31. The radar 45 emits a beam-shaped radio wave from the antenna toward the target object (in this case, a vehicle traveling in the front), receives the radio wave reflected by the target object, and returns. In order to distinguish between a vehicle and a vehicle traveling in front of it, the former is the "own vehicle" and the latter is the "front vehicle".
I will express it. The ECU 31 measures the time from when the antenna of the radar 45 emits a radio wave to when the radio wave is received, and calculates the distance between the own vehicle and the preceding vehicle. Further, the ECU 31 calculates the vehicle speed of the preceding vehicle by utilizing the Doppler effect of the reflected wave.

The monitor camera 46 is equipped with a CCD image pickup device, which takes a picture of the front of the vehicle and converts the image into an electric (image) signal according to the intensity of the light, and the ECU 31
Output to The memory of the ECU 31 stores in advance an image pattern corresponding to the shape and color of the traffic light when the red signal is turned on. The radar 45 and the monitor camera 46 constitute an external world information collecting means. In the present embodiment, the ECU 31 functions as a basic operation pattern storage means instead of the operation pattern storage means in the first embodiment. The basic operation pattern here is, as shown in FIG. 15, the motor generator 20 when the final target torque T of the engine 12 is “1.0”.
Is the ratio RMG occupied by the assist torque, which is the final target torque T and the engine speed N.
It is specified for each E. As a tendency of this map, the assist ratio RMG is the minimum value (for example, “0”) in a region where the final target torque T is small under the condition that the engine speed NE is constant. In the intermediate region of the final target torque T, the ratio of assist RMG as the torque T rises
Increase. In the region where the final target torque T is large, the assist ratio RMG is irrespective of the magnitude of the torque T.
Is a constant value. This constant value is the engine speed NE
Is the lowest value RMGmax (for example, 0.
3). Further, the constant value is the engine speed N
As E increases, it becomes smaller as indicated by the arrow in FIG.

Next, the processing of the output torque control routine executed by the ECU 31 will be described. EC
First, in step 305 of FIG. 10, the U31 reads the vehicle speed V of the own vehicle by the vehicle speed sensor 33, refers to the map stored in the memory, and obtains the detection distance L corresponding to the vehicle speed V. FIG. 13 shows an example of a map that predefines the relationship between the vehicle speed V and the detection distance L that increases as the vehicle speed V increases.

Next, at step 310, it is judged whether or not there is a traffic light in which a red light is turned on in a section distant from the own vehicle by the detection distance L in the forward direction. Therefore, for example, a video signal from the monitor camera 46 is compared with an image pattern corresponding to the red signal, and when the two have a similar relationship, it is estimated that there is a traffic light in front of the vehicle. Furthermore, it is possible to estimate whether or not the traffic light is within the section from the ratio between the shape of the traffic light corresponding to the video signal at that time and the size of the image pattern.

When the determination condition of step 310 is satisfied, that is, when there is a red signal in front of the own vehicle, the driver performs the brake operation immediately after, and the own vehicle is in front of the traffic light. It is determined that the vehicle is stopped, and the vehicle speed VB after deceleration is set to "0" in step 330. Also,
If the determination condition of step 310 is not satisfied, that is, if there is no traffic light in the predetermined section, or if there is a traffic light in the same section but a signal of a color other than red is lit, go to step 315. Transition.

In step 315, it is determined whether or not the own vehicle is approaching the front vehicle. For example, it is determined whether the distance from the own vehicle to the preceding vehicle measured using the radar 45 is smaller than a predetermined value. It is desirable that the predetermined value used for this determination be changed according to the vehicle speed V, for example, increased as the vehicle speed V increases. If it is smaller, that is, if the determination condition of step 315 is satisfied, the driver will perform brake operation immediately after that to reduce the speed of the own vehicle to the speed of the preceding vehicle so that the own vehicle does not come too close to the preceding vehicle. In step 325, the vehicle speed of the preceding vehicle is set as the decelerated vehicle speed VB. If the distance is larger than the predetermined value, that is, if the determination condition of step 315 is not satisfied, it is determined that the driver will not perform the brake operation and the own vehicle will not be decelerated. The vehicle speed V of the vehicle at that time is set as the decelerated vehicle speed VB.

Steps 320, 325 and 3 as described above
When the vehicle speed VB after deceleration is obtained at 30, the process proceeds to step 335. In step 335, regenerative energy EB due to deceleration is calculated according to the following equation (1). In formula (1), m
Is the weight of the vehicle.

EB = m (V ² −VB ² ) / 2 (1) Here, when the process proceeds from step 320 to step 335, VB = V. Therefore, according to the above equation (1), the regenerative energy EB due to deceleration becomes "0".

Next, in step 340, the CD-R
Of the map information data in the CD-ROM disc 39 output from the OM player 40, the unit distance (for example, 10
The road gradient θ (n) for each 0 m) is read. n is a variable (integer). In step 345, step 20 in the display control routine in the first embodiment is performed.
The expected vehicle speed VEB is obtained by performing the same processing as in 9.

In step 350, the engine braking duration tEB corresponding to the road gradient θ is calculated. The details of this calculation routine are shown in FIG. First, in step 351, the variable n is set to "0", and then step 35
In 2, the engine braking duration tEB is set to "0". Next, in step 353, it is determined whether or not the road gradient θ (n) for each unit distance is equal to or less than a predetermined value (for example, 5 °) θ0. If this determination condition is not satisfied, that is, if the road gradient θ (n) is larger than the predetermined value θ0, it is determined that engine braking will continue and the duration tE at that time is determined in step 354.
The time required to travel the unit distance is added to B, and the addition result is added to the new engine braking duration t.
Set as EB. This time is the unit distance (100
m) is the estimated vehicle speed VEB in the section having the unit distance
It is obtained by dividing by. Then, step 3
At 55, the variable n is incremented by “1” and the process returns to step 353.

The processes of steps 354 and 355 are repeated until the determination condition of step 353 is satisfied. The engine braking duration tEB and the variable n are continuously updated. Then, when a section having a road gradient equal to or less than the predetermined value θ0 appears and the determination condition of step 353 is satisfied, it is determined that the engine brake will not operate in that section, and this routine is ended. When the engine braking duration time tEB is obtained in this way, the process returns to the output torque control routine and proceeds to step 360 in FIG.

In step 360, the step 350 is performed.
It is determined whether the engine braking duration tEB at is larger than “0”. If this determination condition is satisfied (tEB> 0), the process proceeds to step 365, and based on the road gradient θ in step 340 and the predicted vehicle speed VEB in step 345, the following equations (2) to (4) are used. According to the above, the torque TMG and the angular velocity βMG of the motor generator 20 during regeneration are calculated.

TMG = (r / R) (m · sin θ−X) −Tf (2) NE = 30 · VEB · R / π · r (3) βMG = (R / r) VEB (4) In the above formulas (2) to (4), X is a running resistance, R is a ratio (gear ratio) between the rotational speed of the engine 12 and the rotational speed of the drive wheel 19, and r is the drive wheel 19. Is the radius of. m is the weight of the vehicle, and Tf is the friction of the engine 12. Of these, the running resistance X is the estimated vehicle speed VE described above.
It can be obtained by referring to the map of FIG. 9 which defines the relationship between B and running resistance X. Further, the engine friction Tf is obtained by referring to the map shown in FIG. This map predefines the relationship between the engine rotation speed NE and the engine friction Tf that increases as the rotation speed NE increases.

Subsequently, in step 370, the torque TM of the motor generator 20 in step 365 is set.
Using G and the angular velocity βMG and the engine braking duration tEB in step 350, the regenerative energy EEB due to the engine braking is calculated according to the following equation (5), and the process proceeds to step 380.

EEB = TMG · βMG · tEB (5) On the other hand, if the determination condition of step 360 is not satisfied, it is determined that the state in which the engine brake operates does not continue, and in step 375, the regenerative energy by the engine brake is generated. The EEB is set to "0" and the process proceeds to step 380.

At step 380, the accelerator opening ACCP by the accelerator sensor 27 is read, and the final target torque T corresponding to this accelerator opening ACCP is calculated by referring to the map stored in the memory.

Next, in step 385, the empty capacity (electrostatic energy) ECV of the capacitor 25 is calculated by the following equation (6).
Calculate according to. ECV = (1/2) C (VCmax) ² − (1/2) C (VC) ² (6) In the above equation, C is the capacitance of the capacitor 25, and VC
max is the terminal voltage when the capacitor 25 is fully charged, and VC is the current terminal voltage of the capacitor 25.

At step 390, the amount of energy expected to be regenerated is calculated. This energy amount is obtained by adding the regenerative energy EB obtained by the deceleration obtained at step 335 to the regenerative energy EEB obtained by the engine braking obtained at step 370, and further multiplying the addition result (EB + EEB) by the charging efficiency ηc of the capacitor 25. It is obtained by The charging efficiency ηc is a value specific to the capacitor 25. Then, the estimated capacity amount ηc (EB + E
EB) or more is determined.

When the determination condition of step 390 is satisfied (ECV ≧ ηc (EB + EEB)), the above-mentioned FIG.
5, the assist ratio RMG corresponding to the engine rotation speed NE by the rotation speed sensor 28 and the final target torque T in step 380 is calculated. That is, when the torque finally output from the engine 12 is set to 1.0, how much of the torque is to be assisted by the motor generator 20 is determined. When the assist ratio RMG is obtained in this manner, the process proceeds to step 405.

On the other hand, the determination condition of step 390 is not satisfied (ECV <ηc (EB + EEB)).
Then, the process proceeds to step 400. In step 400,
All of the final target torque T is set to the motor generator 2
0 to assist the empty capacity EC of the capacitor 25
In order to increase V, the assist ratio RMG is set to "1.
The value is set to "0" and the process proceeds to step 405.

In step 405, the above step 380 is performed.
To the final target torque T in step 395 or 400
The motor generator torque command value Tm is calculated by multiplying the assist ratio RMG in. continue,
In steps 410, 415, and 420, the same processing as the steps 104, 105, and 106 in FIG. 4 described above is performed. That is, in step 410, the motor generator torque command value Tm is subtracted from the final target torque T, and the subtraction result is set as the engine torque command value Te. In step 415, the fuel injection amount required to obtain the engine torque command value Te is calculated, and the operation (opening) time of the fuel injection valve 14 is controlled based on the calculated value. In step 420, the motor generator 2
The inverter 24 and the field controller 32 are controlled so that the output torque of 0 matches the motor generator torque command value Tm. When the processing of step 420 is executed, this routine ends.

Then, the output torque of the engine 12 changes in accordance with the processing of step 415 and coincides with the engine torque command value Te. Depending on the processing of step 420,
The motor generator 20 operates as an electric motor, its output torque is added to the original output torque of the engine 12, and the torque finally output from the engine 12 matches the final target torque T.

In the above-mentioned output torque control routine, steps 315-390, 400 by the ECU 31 are performed.
This process corresponds to the basic operation pattern correction means. As described above, according to the present embodiment, when the host vehicle is traveling, it is detected whether or not there is a traffic light with a red traffic light in front and whether or not the front vehicle is approaching, and this is used to detect the situation around the host vehicle. Take in as. Based on the captured information, while predicting the deceleration state of the own vehicle by the driver's brake operation,
The regenerative energy generated according to the deceleration is estimated.
In addition, the current position of the vehicle is captured as external information, and based on this and navigation information (road gradient, etc.), the deceleration state of the vehicle due to engine braking is predicted, and the regenerative energy generated according to the deceleration is calculated. Infer. Based on both regenerated energy, the amount of energy expected to be regenerated in the future is calculated, and this is compared with the empty capacity ECV of the capacitor 25. Free capacity ECV of capacitor 25
Is larger than the expected regenerative energy, the assist ratio RMG is determined with reference to the map of FIG. 15, that is, according to the basic operation pattern. However, if the free space ECV is less than the expected regenerative energy, the assist ratio RMG is changed to "1.0" regardless of the map.

Therefore, the empty capacity EC of the capacitor 25
If an assist operation is performed in accordance with the basic operation pattern when regenerative energy of V or more is expected to be generated, the capacitor 25 is filled during regeneration, and excess regenerative energy that cannot be stored is converted into heat by the brake. Will be released. However, in the present embodiment, the entire amount of the final target torque T is assisted by the motor generator 20, and the empty capacity ECV of the capacitor 25 is expanded. As a result, all the regenerated energy can be stored in the capacitor 25. Since the useless release of regenerative energy is prevented, the amount of fuel consumed by the operation of the engine 12 is smaller than that when the motor generator 20 is simply operated according to the basic operation pattern regardless of the circumstances around the vehicle. can do. As described above, the present embodiment is effective in efficiently consuming the fuel.

The present invention can be embodied in another embodiment shown below. (1) In each of the above embodiments, the radio navigation in which the current position is measured using signals from a plurality of GPS satellites, and the vehicle 1
The navigation system combined with the self-contained navigation that detects the moving distance and the traveling direction of the vehicle 11 with respect to the current position by using the detection signals of various sensors and the like installed in 1 is used for either radio navigation or self-contained navigation. You may use the navigation system by either one.

(2) In the first embodiment, the minimum fuel consumption route is displayed in step 214 of FIG.
Although it is displayed on the map of 8, the driver may be informed of the same route by a synthetic voice. In this case, a speaker that converts an electric signal into an acoustic signal (sound wave) is required as the best route notification means.

(3) The process of step 320 in FIG.
When the vehicle 11 is not expected to slow down, step 33
5 is a process for reducing the regenerative energy EB due to deceleration to "0". From this point of view, step 320
May be executed before step 310.

(4) In the second embodiment, the radar 45 is used to estimate the vehicle speed of the front vehicle in step 315 of FIG. 10. However, instead of this, the radar 45 and the front vehicle are all used. The vehicle speed of the preceding vehicle may be estimated by mounting the transmitter and the receiver on the vehicle and communicating between the vehicles.

(5) An ultrasonic sensor may be used in place of the radar 45 in the second embodiment. The ultrasonic sensor includes a vibrator made of a piezoelectric material, and the piezoelectric material emits an ultrasonic wave toward an object (in this case, a front vehicle). In addition, the piezoelectric material detects an ultrasonic wave that is reflected by hitting an object and returned. Therefore, if an AC voltage is applied between the electrodes of the piezoelectric material to generate vibration corresponding to the frequency, a sound wave is radiated into the air from the ultrasonic sensor due to the vibration. Then, it is possible to estimate the distance between the own vehicle and the preceding vehicle by measuring the time from when the ultrasonic sensor emits the ultrasonic wave to when the returning ultrasonic wave is detected.

(6) Various methods other than the image processing using the monitor camera 46 described in the second embodiment can be considered as a method of estimating whether or not there is a traffic light in which a red signal is lit within a predetermined section. To be For example, a transmitter that emits a specific radio wave during the period when the red signal of the traffic light is lit,
The vehicle may be mounted at the same traffic signal or in the vicinity thereof, and each vehicle may be equipped with a receiver for receiving the signal. In this way, when a signal from the transmitter is received, it can be estimated that there is a traffic light with a red traffic light.

(7) As the means for grasping the road gradient θ, the map information data recorded on the CD-ROM disk 39 is used in each of the above-mentioned embodiments, but instead of this, a large number of fixed areas beside the road are used. Install a road information transmitter. Each transmitter is a device that emits a radio wave with a short reach, and emits a code signal corresponding to the road gradient θ at the installation location. Then, a receiver for receiving a signal transmitted from this transmitter is mounted on the vehicle. Even in this case, the road gradient θ for each predetermined section can be taken in as external environment information.

It is preferable that these fixed road information transmitters are installed on a slope and a signal indicating how long the road gradient θ continues is transmitted from the same transmitter. In this way, step 35 in FIG.
At 0, the engine braking duration tEB can be calculated based on the signal.

(8) In the second embodiment, the basic operation pattern (assist ratio RMG) for the torque assist operation of the motor generator 20 is defined in advance, but the charging operation of the motor generator 20 is added to this. A basic operating pattern may be specified.

(9) In the second embodiment, as shown in FIG.
The assist ratio RMG is set to "1.0" as the process of step 400 of the output torque control routine of FIG.
The ratio RMG may be obtained from the map of 1, and various corrections may be performed to increase the value. For example, it is conceivable to multiply a coefficient having a value of 1.0 or more or add a predetermined value.

(10) The present invention can be applied to a moving body other than a vehicle, such as a ship or an aircraft. The embodiments of the present invention have been described above. The following is a description of the intellectual thoughts along with their effects.

(A) In the control device according to the first aspect, the operation pattern in the operation pattern storage means is a ratio of the assist amount by the motor generator to the final output torque of the internal combustion engine after the assist, The moving body control device, wherein the best route calculating means calculates the most efficient route when the internal combustion engine and the motor generator operate according to this operation pattern.
With such a configuration, it is possible to estimate the amount of fuel consumed when the moving body moves along each route.

(B) In the control device according to the second aspect, the basic operation pattern stored in the basic operation pattern storage means is the amount of assist by the motor generator in the final output torque of the internal combustion engine after the assist. When the vehicle is predicted to be in a decelerating state based on the external world information by the external world information collecting means, the basic operation pattern correcting means calculates the amount of power generated by the motor generator according to the deceleration. A mobile unit including a calculating unit and an assist ratio changing unit for increasing the assist ratio in the basic operation pattern storage unit so as to increase the free capacity of the battery as the amount of power generated by the power generation amount calculating unit increases. Control device. With such a configuration, it becomes possible to store all the energy generated by the motor generator in the battery. It is possible to prevent an increase in fuel consumption due to the release of surplus power generation energy.

[0098]

As described above in detail, in the first invention, when the destination is set, a plurality of routes from the current position of the moving body to the destination are obtained based on the navigation information.
The most efficient route is calculated in relation to the charging energy and the discharging energy by the motor generator when traveling along each route while operating the motor generator according to the operation pattern, and the route is notified. Therefore, if the driver moves the moving body along this route, the amount of fuel consumed for moving to the destination can be determined by simply following the operation pattern of the motor generator regardless of the surroundings of the moving body. The fuel consumption can be reduced as compared with the case where it is operated, and the fuel consumption can be further improved.

Further, in the second aspect of the invention, information about the surroundings of the moving body in operation is collected as external environment information, and the predetermined basic operation pattern of the motor generator is suitable for the operating state predicted from the external environment information. I am trying to correct it to a different pattern. Therefore, the amount of fuel consumed by the operation of the internal combustion engine can be made smaller than when the motor generator is simply operated according to the basic operation pattern regardless of the surrounding environment of the moving body, and the fuel efficiency is further improved. It becomes possible.

[Brief description of drawings]

FIG. 1 is a conceptual configuration diagram of a first invention.

FIG. 2 is a conceptual configuration diagram of a second invention.

FIG. 3 is a schematic configuration diagram of a vehicle in the first embodiment.

FIG. 4 is a flowchart illustrating an output torque control routine.

FIG. 5 is a flowchart illustrating a display control routine.

FIG. 6 is a flowchart similarly illustrating a display control routine.

FIG. 7 is an explanatory diagram showing a display example on a display screen.

FIG. 8 is an explanatory view showing a display example on the display screen.

FIG. 9 is a characteristic diagram showing a map defining a relationship between an expected vehicle speed and running resistance.

FIG. 10 is a flowchart illustrating an output torque control routine according to the second embodiment.

FIG. 11 is a flowchart similarly illustrating an output torque control routine.

FIG. 12 is a flowchart illustrating an engine brake duration calculation routine.

FIG. 13 is a characteristic diagram showing a map defining the relationship between vehicle speed and detection distance.

FIG. 14 is a characteristic diagram showing a relationship between engine rotation speed and engine friction.

FIG. 15 is a characteristic diagram showing a map defining a relationship between a final target torque and an assist ratio.

[Explanation of symbols]

11 ... Vehicle as moving body, 12 ... Engine as internal combustion engine, 16 ... Crankshaft as output shaft, 20
... Motor generator, 25 ... Capacitor as electric storage device, 27 ... Accelerator sensor forming part of running state detecting means, 28 ... Rotation speed sensor forming part of running state detecting means, 31 ... First embodiment In the second embodiment, the operation pattern storage means, the charge control means, the torque assist control means, and the best route calculation means are configured, and in the second embodiment, the charge control means, the torque assist control means, the basic operation pattern storage means, and the basic operation pattern correction means. An electronic control unit (ECU) constituting the above, 38 ... a display as a best route informing means, 39 ... a CD-ROM disk as a navigation information storing means, 41 ... an input device as a destination setting means, 42 ... a current position detecting means A navigation antenna forming a part of the ... Amp, 44 ... navigation receiver that forms a part of the current position detection unit, 45 ... radar which constitutes a part of the external information collection means, a monitor camera which constitutes a part of a 46 ... external information collection means, ACCP ...
Accelerator opening, NE ... Engine speed.

Claims (2)

[Claims] 1. An internal combustion engine mounted on a mobile body, a motor generator provided on an output shaft of the internal combustion engine, a power storage device connected to the motor generator, and an operating state for detecting an operating state of the mobile body. A detection unit, an operation pattern storage unit that stores operation patterns of the charging operation and the torque assist operation of the motor generator; and, when the operation state by the operation state detection unit is a deceleration state, depending on the operation pattern by the operation pattern storage unit. The motor generator as a generator to generate electric power, the charge control means for storing the generated power in the electric storage device, and when the operating state by the operating state detecting means is in an accelerating state, by the electric power stored in the electric storage device According to the operation pattern by the storage means, the motor generator as an electric motor Torque assist control means for assisting the torque of the internal combustion engine, navigation information storage means for storing navigation information about a travel route, current position detection means for detecting the current position of the moving body, and the movement A destination setting means for setting a destination of the body; and when the destination is set by operating the destination setting means, the current position detected by the current position detection means based on the navigation information stored in the navigation information storage means. From a plurality of routes from the to the destination, when traveling each route while operating the motor generator according to the operation pattern by the operation pattern storage means,
A mobile body provided with a best route calculating means for calculating the most efficient route in the relationship between the charging energy and the discharging energy by the motor generator, and a best route notifying means for notifying the route calculated by the best route calculating means. Control device. 2. An internal combustion engine mounted on a moving body, a motor generator provided on an output shaft of the internal combustion engine, a power storage device connected to the motor generator, and an operating state for detecting an operating state of the moving body. When the operating state detected by the detecting means and the operating state detecting means is in a decelerating state, the motor generator is operated as a generator, the charging control means for storing the generated power in the battery, and the operating state by the operating state detecting means are In the acceleration state, at least one of a torque assist control unit that operates the motor generator as an electric motor and assists the torque of the internal combustion engine with the electric power stored in the electric storage, and a charging operation and a torque assist operation of the motor generator. Basic operation that stores the basic operation pattern for torque assist operation Pattern storage means, external environment information collection means for collecting information about the surroundings of the moving body during driving, and basic operation patterns in the basic operation pattern storage means, operating conditions expected from the external world information by the external environment information collection means A control device for a moving body, comprising: a basic operation pattern correction unit that corrects a pattern suitable for the moving object.